EP3026245B1 - Verfahren zur steuerung einer brennkraftmaschine - Google Patents

Verfahren zur steuerung einer brennkraftmaschine Download PDF

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Publication number
EP3026245B1
EP3026245B1 EP15003113.6A EP15003113A EP3026245B1 EP 3026245 B1 EP3026245 B1 EP 3026245B1 EP 15003113 A EP15003113 A EP 15003113A EP 3026245 B1 EP3026245 B1 EP 3026245B1
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EP
European Patent Office
Prior art keywords
cylinder
crank angle
crankshaft
cylinders
individual
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP15003113.6A
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German (de)
English (en)
French (fr)
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EP3026245A1 (de
Inventor
Moritz Froehlich
Herbert Kopecek
Herbert Schaumberger
Nikolaus Spyra
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Innio Jenbacher GmbH and Co OG
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Innio Jenbacher GmbH and Co OG
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Publication of EP3026245A1 publication Critical patent/EP3026245A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

  • the invention relates to a method for controlling an internal combustion engine having the features of the preamble of claim 1 and to an internal combustion engine having the features of the preamble of claim 8.
  • crank angle-dependent signals such. B. timing for the ignition
  • the fuel injection o. ⁇ . are occupied with an error that affects the performance and / or efficiency of the engine.
  • compensation or to take into account the caused by the torsion of the crankshaft deviations from the desired timing For example, from the DE 19 722 316 a method for controlling an internal combustion engine, wherein starting from a signal which characterizes a preferred position of a shaft (top dead center of the cylinder), control variables are predetermined, wherein cylinder-specific corrections of this signal are provided. These corrections are stored in a map of correction values.
  • the control variables may be the injection of fuel, in particular the injection time. Due to torsional vibrations of the crankshaft and / or the camshaft, there is a deviation between the position of the reference pulse R and the actual top dead center of the crankshaft. According to this document, it is provided that correction values are determined, stored in a memory and taken into account in the calculation of the control signals. These correction values are stored in a memory depending on operating conditions for each cylinder. A similar procedure goes out of the DE 10 2007 019279 A1 out.
  • the DE 69 410 911 describes an apparatus and method for compensating crankshaft torsional distortions.
  • the method described therein relates to the detection of misfire in internal combustion engines and a system for compensating for systematic irregularities in the measured engine speed caused by torsional bending of the crankshaft.
  • cylinder-specific correction factors for ignition pulses which are generated offline and stored in a memory device, are used to compensate for irregularities in the synchronization of profile ignition measurement intervals. This map of correction factors is determined during the calibration of a motor type by a test motor or by a simulation.
  • the DE 112 005 002 642 describes a motor control system based on a rotational position sensor.
  • the engine control system includes two angular position sensors for a rotating engine component to determine the torsional deflection of the component.
  • the engine controller responds to torsional deflections by changing the operation of the engine. It is provided that the crankshaft each having a sensor at the front and at the rear end of the crankshaft to determine the angular positions of the front and the rear end relative to each other.
  • a similar procedure goes out of the JP 2001-003793 A but the torsional deflection is determined by means of two sensors crank angle resolved.
  • a disadvantage of the solutions known from the prior art is that only a local rotation with respect to individual cylinders or a global rotation of the crankshaft with respect to the crankshaft angle is determined or calculated.
  • crankshaft angle information is determined only for a single selected crankshaft angle position, usually at the top or bottom Dead center. This is particularly disadvantageous because not all sensor and / or actuator events necessarily have to be correlated with top dead center.
  • a cylinder-individual and crank angle-resolved value of the angular deviation is determined for at least two of the cylinders and the crank angle-dependent actuator or sensor signals are corrected as a function of the determined angular deviation, whereby the cylinder-individual and crank angle-resolved value of the angular deviation is calculated.
  • the calculation of the cylinder-individual and crank angle-resolved value of the angular deviation takes into account the geometric distance of the individual cylinders from the output side of the crankshaft assumed to be firmly clamped and the firing interval of the cylinders.
  • Cylinder-individual determination of the crank angle position means that for each position of the crankshaft to which a cylinder is assigned, the crank angle position is determined or determinable.
  • crank angle resolved means that the crank angle information is present not only, as described in the prior art, for a single selected crankshaft angular position, but for each crank angle of a working cycle (720 ° in a 4-stroke engine).
  • the cylinder-individual value thus indicates, for a single cylinder of the plurality of cylinders, that angular deviation in degrees which the respective cylinder has with respect to its angular position with the crankshaft unloaded, thus not affected by torsion.
  • the particular advantage of the method according to the invention is also that the information about the actual crank angle is present not only for each individual cylinder, ie, for each cylinder position along the longitudinal axis of the crankshaft, but also for crankshaft angle resolution. This is particularly interesting because not all sensor and / or actuator events necessarily have to be correlated with top dead center. Examples of crank angle-dependent interventions that are not at top dead center take place, are about the ignition, the injection, pilot injection and the evaluation of crank angle-based parameters, such as the cylinder pressure. Therefore, it is relevant to know the real crank angle offset also for a different angular position of the crankshaft than the top dead center.
  • the cylinder-specific value of the angular deviation is calculated.
  • the value of the angular deviation is determined by computational methods.
  • a replacement function is formed, which outputs, based on existing input values, the torsion of the crankshaft from all existing interpolation points of the propagating torsional vibration over the engine cycle.
  • a cylinder-specific weighting factor is first determined for all cylinders. This weighting factor takes into account the firing intervals of successive firing cylinders. The firing interval is the angular difference in the ignition timing of two successive firing cylinders.
  • a torsion index can be determined for each cylinder.
  • the torsion index results from multiplying the spark gap to the previous cylinder (according to the firing order) with the distance to the reference point of the shaft and the weighting factor.
  • the torsion index is scaled over the maximum amplitude of the torsion. That is, the amount of the calculated torsion index is calibrated with the amount of torsion determined by measurement for a selected position. Conveniently, the calibration is done with the maximum value of the torsion.
  • the torsion index can now be scaled by considering the engine load for different load points.
  • a weighting factor of the vertices is defined on the basis of the ratio of the firing intervals of successive firing cylinders. Based on the angular distance between two successive firing cylinders, the distance to the reference point of the shaft and the calculated weighting factor of the vertices, a torsion index is calculated for each cylinder. This measure is scaled with the measured, modeled or calculated maximum amplitude of the torsion.
  • This cylinder is assigned a factor which is proportional to the geometric distance, ie the distance of the corresponding crankshaft crankshaft of this cylinder to the output cylinder.
  • This factor is representative of the degree Rotation with respect to a reference point, such as the ring gear on which a rotation can be easily measured, because the rotation of two cylinders to each other is the same torsional moment, the greater the further the two cylinders are apart.
  • the cylinder next in the firing order is selected again and the geometric distance to the last fired cylinder is used as a factor.
  • This factor is determined in the same way for all remaining cylinders. Then the magnitude of the factor with the second measured value on the crankshaft is calibrated such that the correct value for the angular deviation results at this second measuring position by application of the multiplication factor. In other words, by multiplying the angular deviation of the first cylinder by the factor of the last cylinder, the angular deviation for the last cylinder must result. Via the relation of these two positions, accessible by measurement, the multiplication factors of all cylinders can be calibrated.
  • the firing order is a chronological sequence of the firing times of the individual cylinders predetermined by the crankshaft crankshafts, ie mechanically and for a given engine.
  • an amplitude value (amount of rotation) is determined for at least one cylinder with which the calculation result can be scaled.
  • the amount of twist is a measure of the elastic characteristics and stiffness of the crankshaft.
  • the amount is the larger, the farther its predecessor is removed.
  • the ignition sequence and ignition intervals are considered next.
  • the spark gaps may be at 60 ° and 30 ° crank angles, so all cylinders are split into a 720 ° crank angle cycle.
  • the firing interval is a measure of the unevenness with which torsional or torsional vibration is introduced into the crankshaft.
  • the cylinder following the reference cylinder is considered: its contribution to the rotation is determined by multiplying the value determined for the reference cylinder by the geometric longitudinal distance.
  • the cylinder-specific value of the angular deviation, ⁇ i is calculated by a model function.
  • a model function is created for the deformations of the crankshaft, from which the value ⁇ i of the angular deviation can be determined for the position of the crankshaft associated with the cylinder i.
  • the geometrical and elastic parameters of the crankshaft are included in the model function, on the other hand, the currently prevailing operating conditions, such as the power and / or the torque.
  • the model function which contains all relevant geometric and elastic parameters of the crankshaft, can now be easily calibrated using the previously determined correction function. As a boundary condition, the rotation must be zero even for zero load.
  • the cylinder-specific value ⁇ i of the angular deviation is calculated in real time based on engine output signals.
  • the case is detected in which the calculation of the angular deviation happens in real time, that is, not is resorted to a ready-made solution for the angular deviation, but the calculation instantaneous, ie directly, in the current engine cycle, takes place.
  • the particular advantage of this embodiment is that quickly changing parameters, such as a fluctuating engine load, can be taken into account in the evaluation.
  • At least one motor control variable is changed as a function of at least one cylinder-specific value of the angular deviation ⁇ i .
  • the engine control variable may be, for example, the ignition timing or the injection timing of a fuel or the opening time of a fuel introduction device. For example, when determining a positive angular deviation ⁇ i for a cylinder Z i (that is, the cylinder Z with index i reaches its position earlier than intended), the ignition timing for this cylinder can be advanced.
  • At least one engine measurement signal is corrected via at least one cylinder-specific value ⁇ i of the angular deviation.
  • measurement signals from the engine for example the signals of a cylinder pressure detection, are corrected with the aid of the determined value of the angular deviation ⁇ i .
  • the measurement signals can be assigned much more accurately to the actual position of the piston of the considered piston-cylinder unit. This is particularly interesting for cylinder pressure detection, because the crank angle determines the spatial position of the piston in the cylinder. In the case of an angular deviation, therefore, the detected cylinder pressure is assigned to a wrong spatial position of the piston. Therefore, a correction is particularly advantageous for engine diagnostics in general, since sensor signals can now always be assigned to the correct crankshaft position.
  • FIG. 1a schematically shows an internal combustion engine with 8 cylinders, wherein the output side (in this case marked by the generator G) is started to count on the left cylinder bank.
  • the output side in this case marked by the generator G
  • cylinders Z1 - Z4 are located on the left cylinder bank and cylinders Z5 - Z8 on the right cylinder bank.
  • the crankshaft K with which the cylinders Z1 to Z8 are connected via connecting rods.
  • the cylinder Z1 that is to say the location of the introduction of force through the connecting rod of cylinder Z1, is very close to the output side assumed to be clamped.
  • FIG. 1b shows an internal combustion engine with eight cylinders in a series arrangement. In the in-line engine is counted from Z1 to Z8.
  • the firing order in these examples is Z1 ⁇ Z6 ⁇ Z3 ⁇ Z5 ⁇ Z4 ⁇ Z7 ⁇ Z2 ⁇ Z8.
  • FIG. 1b is the firing interval, expressed as the crank angle difference, 90 °.
  • the ignition distance with respect to the crank angle is therefore the same Distributed intervals on the cylinders. Every 90 ° crank angle, a firing event takes place.
  • FIG. 2 shows a diagram in which the ordinate the torsional angular deviation of the crankshaft at the position of cylinder Z8, ⁇ 8 , over a total cycle, ie 720 ° crank angle is plotted.
  • the peak of the curve ⁇ 6 at the crankshaft position 90 ° corresponds to the contribution of the angular deviation of the crankshaft caused by cylinder Z6 to the position of the cylinder Z6.
  • the next firing event this is cylinder Z3, takes place at 180 ° crankshaft angle.
  • This cylinder (more precisely: the point of engagement of the associated connecting rod on the crankshaft) is located less far from the output side than Z8 and can thus only make a smaller contribution to the rotation of the crankshaft at the position of cylinder Z8.
  • the next ignition event (cylinder Z5) takes place at 270 ° crankshaft angle and delivers a much lower contribution to the rotation at the crankshaft position of cylinder Z8 because of the still closer position to the output for example, the cylinders Z8 and Z3.
  • cylinder Z4 fires and causes a greater twist (comparable to cylinder Z8) as it is similarly far from the output as cylinder Z8.
  • the next firing event is the ignition of cylinder Z7 at 450 ° crankshaft angle.
  • the next ignition event is cylinder Z2 at 540 ° and Z8 at 630 °.
  • the 720 ° correspond again to the beginning of the scale at 0 °, ie ignition of cylinder Z1.
  • the same time interval results with respect to the propagation of a torsional vibration for all cylinders, which means that the torsional vibration has the same time for all cylinders to propagate.
  • the height of the angular deviation ⁇ i is thus given purely by the axial position of the cylinders on the crankshaft.
  • FIG. 3 shows in a diagram analogous to FIG. 2 the angular deviation ⁇ 8 for the cylinder Z8 of in FIG. 1a 8-cylinder engine shown, but with different firing intervals.
  • the firing order was maintained with Z1 ⁇ Z6 ⁇ Z3 ⁇ Z5 ⁇ Z4 ⁇ Z7 ⁇ Z2 ⁇ Z8, but the ignition distances expressed in crank angles are 120 °, 60 °, 120 °, 60 °, 120 °, 60 °, 120 ° etc. It is therefore, as based on FIG.
  • the weighting factor takes into account how much later the next force is applied.
  • crankshaft angle resolved for each cylinder it is thus possible, without measurement and only from knowledge of the firing intervals and the firing order, and the distance of the cylinders to each other, crankshaft angle resolved for each cylinder to determine the amount of the angular deviation caused by the torsion or torsional vibration.
  • the invention thus makes use of the knowledge that a standing wave of the torsion or of the torsional oscillation prevails over a period of 720 ° crankshaft angle.
  • the weighting factor takes into account whether the firing order is harmonious (same firing interval across all cylinders), or whether the firing intervals occur at unequal intervals, expressed as crank angle.
  • the crank angle which is between two firing events, is equal to the time the vibration has to stamp out.
  • Motor diagnostics can be operated particularly advantageously with the method according to the invention since sensor signals can now always be assigned to the correct crankshaft position. For example, sensor signals of cylinder pressure monitoring with respect to the torsional angle deviation can be corrected. In sum, higher quality combustion control can be achieved, resulting in higher efficiency and higher power density. Particularly favorable, the method by the improved accuracy of the ignition timing and measurements in the cylinder, such. B. a cylinder pressure detection.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP15003113.6A 2014-11-24 2015-10-30 Verfahren zur steuerung einer brennkraftmaschine Active EP3026245B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA845/2014A AT516669B1 (de) 2014-11-24 2014-11-24 Verfahren zur Steuerung einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP3026245A1 EP3026245A1 (de) 2016-06-01
EP3026245B1 true EP3026245B1 (de) 2019-09-04

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US (1) US10563603B2 (ja)
EP (1) EP3026245B1 (ja)
JP (1) JP2016098825A (ja)
KR (1) KR20160061892A (ja)
CN (1) CN105626291B (ja)
AT (1) AT516669B1 (ja)
BR (1) BR102015028444B1 (ja)

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KR102383262B1 (ko) * 2017-11-03 2022-04-06 현대자동차주식회사 크랭크 센서의 노이즈 보상 방법
KR101865023B1 (ko) * 2018-04-23 2018-06-07 정균식 대형 저속 2행정 엔진의 출력측정시스템 및 출력측정방법
DE102019207252A1 (de) * 2018-11-14 2020-05-14 Vitesco Technologies GmbH Erfassung von zylinderindividuellen Brennverlaufsparameterwerten für einen Verbrennungsmotor

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US20160146132A1 (en) 2016-05-26
JP2016098825A (ja) 2016-05-30
BR102015028444A2 (pt) 2016-09-06
US10563603B2 (en) 2020-02-18
CN105626291A (zh) 2016-06-01
BR102015028444B1 (pt) 2022-09-20
KR20160061892A (ko) 2016-06-01
CN105626291B (zh) 2019-10-22

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